System of operating steam-railway trains.



2 SHEETS-SHEET 1.

FIE I COLUMBIA PLANOORAPH 60., WASHINGTON. D. c.

Patented June 25, 1912.

G. H. LUTZ. SYSTEM or OPERATING STEAM RAILWAY TRAINS.

APPLICATION FILED ALPR, 21, 1910.

. Patented June 25, 1912.

2 BHEETSSHEET 2.

COLUMBIA PLANOGRAPH C0,, WASHINGTON, D: c.

GEORGE H. LUTZ, OF KANSAS CITY, MISSOURI.

SYSTEM OF OPERATING STEAM-RAILWAY TRAINS.

Specification of Letters Patent.

Patented June 25, 1912.

Application filed April 21, 1910. Serial No. 556,895.

To all whom it may concern:

Be it known that I, GEORGE H. LUTZ, a citizen of the United States,residing at Kansas City, in the county of Jackson and State of Missouri,have invented certain new and useful Improvements in Systems ofOperating Steam-Railway Trains, of which the following is aspecification.

This invention relates to an improved system of train propulsion, theprimary object thereof being to transfer the locomotive from the frontto the rear ofthe train in order to avoid the objectionable eifects nowexperienced from having the locomotive in front.

In carrying out the invention, the means for developing the fluidpressure for the brakes, is located upon the locomotive which developsand applies the steam power for propelling the train and which islocated at the rear end of the train, while the entire train is providedwith braking apparatus that is supplied with braking pressure from saidlocomotive. But means for both applying the brakes throughout the trainand thereafter releasing the brakes at will, either for slowing orstopping and starting the train, is located on a pilot car at the frontend of the train under control of the pilot or master hand, whoseposition is necessarily at the front of the train and in which positionhe will have an unobstructed view of the track, and will not besubjected to the annoyances and disadvantages which, under certainconditions, frequently render it impossible for the present engineer toproperly perform his duties. There will also be located on the engine a.means for arresting the supply of steam to the locomotive engine, whicharresting means will be so connected with the braking system as to beactuated simultaneously with the application of the brakes, either byhaving a mechanical connect-ion with the brakes on the locomotive orhaving an actuating means under control of the train pipe pressure.

In the present invention, attention has been directed mainly toward theemployment of what is generally known as stand-- ard equipment, so as toavoid as far as possible, difliculties or inconveniences that wouldnaturally arise by any radical changes in the present system ofoperation. For these reasons the means of control will be largelypneumatic and incident to the air brake system. This controlling meanswill be employed with or without the use of additional pipe lines, sothat the pilot or master hand can by applying the air brakes to thetrain incidentally shut oil the steam supply to the engine in case theengineer fails to properly execute the signals given by the pilot ormaster hand. The pilot car will be especially equipped with thenecessary controlling mechanism to permit the pilot or master hand tocontrol the movements of the trains from a single position.

Further objects and advantages will appear from the followingdescription with reference to the accompanying drawings wherein Figure 1is a diagrammatic view of a por tion of the air brake and controllingsystem of a train embodying the present invention. Fig. 2 is a detailview of the controlling mechanism and connections with which the pilotcar is equipped. Fig. 3 is a fragmentary view of an engine cabillustrating one method of connecting the throttle lever with the brakestructure. Fig. 4 shows a modified form of the throttle control disclosed in Fig. 3.

In Fig. 1 it will be seen that only the equipment for the tender, engineand pilot car are disclosed, it being understood that any desired numberof passenger or other cars may be interposed between the engine andpilot cars. The reference characters A, B and C indicate the tender,engine and pilot car respectively. The pilot car C which will be firstdescribed, is provided with a storage tank 1, which is of such di--mensions that it will hold a sufiicient quantity of compressed fluid, toallow performance of the various functions under control of the pilot ormaster hand. This tank 1 is supplied with fluid under pressure by -meansof the compressor pump 2 which is operated by an eccentric 3 or othersuitable means connected to one of the axles 3 of the pilot car, thesaid pumps being con tinuously in operation whenever the car is inmotion, and made to apply pressure through the pipe 5 and check valve 4.In order to prevent an excessive pressure within the tank 1, the pipe 5,which conveys the fluid or air from the pump 2 to the said tank, isprovided with a safety relief valve 4. As soon as the pressure withinthe tank 1 reaches a predetermined point, the valve 4; is actuated so asto permit the air from the pump to exhaust to the atmosphere, but

as soon as the pressure is reduced below the predetermined point, thevalve e is again automatically actuated so as to permit the.

air to pass into the tank 1, thus keeping a certain amount of compressedair constantly in the tank 1. In order to permit communication betweenthe various cars and the pilot car, a signal cord 5' extends, throughoutthe length of the train, being connected at its front end with thesignal 6, located within the pilot car. The location of this cord Withinthe intermediate cars is immaterial, as long as it is within reach ofthe passengers or train operators. The signal 6 in the present instancescomprises a whistle, which is supplied with fluid from the tank 1,through the pipe 6. To take the place of the ordinary locomotivewhistle,

the pilot car has a compressed air whistle 7 which extends out of saidcar, and is operated by means of the lever arrangement 8 connected withthe valve 9, which in turn, controls the flow of air from the tank 1,through the pipe 7 to the whistle.

The brake controlling system of the present invention, see Figs. 1 and 2consists, primarily of the regular train line air pipe 13, which issupplied with air from the tank 1. A pipe 12 which is connected at oneend to the train line pipe 13, passes into the engineers valve 11. Theterm engineers valve has a distinct meaning to those skilled in this artand it is therefore deemed unnecessary to enter into any detaileddescription thereof. w The tank 1 is connected to the valve 11 by meansof the pipe 10, the supply of air passing from the tank 1 through thispipe being under complete control of the operator or pilot by means ofthe engineers valve 11. A double handed pressure gage 14: is locatedadjacent to the engineers valve 11, this gage being connected to thepipes 10 and 15 respectively, whereby the pressure within the tank 1 andthe train line air pipe 13 may be determined instantly at a theregularair brake equipment in order to check its own movement, this equipmentbeing connected .to the train line air pipe 13 at any suitable point. Asshown in Fig. 1 this pipe may be connected up with the engineers valvelocated in the engine or locomotive in substantially the same manner asit is connected with the engineers valve in the pilot car. By connectingthe train voir or tank 1 thereof will not be charged,

butas soon as the car is coupled with the yard engine, or with the trainengine, the said tank may be readily charged from the train pipe 13, bythrowing the engineers valve 11 to the release and train line. chargingposition so that air will flow from the pipe 13, through pipe 12, valve11, and pipe 10, to the tank 1. i

It should be understood that the present invention does not contemplatethe elimination of theengineers services, but these services are to besubject entirely to the signals given by the 'pilot or master hand,which will be communicated back to the engine cab by means-of-a pipe 16,which carries a whistle 17," located adjacent to or within the enginecab. The operating valve 18 for this whistle is positioned within thepilot car and is provided with a pull cord 19 so that it may be easilyoperated by the pilot.

In order to avoid a complication of pipe connections with the tank 1 andto overcome V the pipe 16 is connected toand supplied with v fluid fromthe storage tank 20 carried by the engine. Intermediate the whistle 17and the tank '20 a suitable reducing valve is located in the pipe 17whereby the pressure in the pipe 16 may be regulated.

From the above description it will be seen that the pilot from hisposition inthe'p'ilot car at the front of the train can communicate withthe'engineer at the rear of the train, through the signal 17, and bymeans of a prearranged set of signals, gives the necessary orders,however in some instances it is advisable to so connect the throttlevalve, which regulates the steam supplyof the engine, with the brakesystem, that it will automatically close and shut off the steam supplysimultaneously with the applying of the brakes of the train.

Referring to Fig. 3, there is shown a fragmentary view of thefengineshowing the driver brake cylinders,'of the ordinary construction, one ofwhich isinverted in the present instance. This inverted brake cylinder21 has an upwardly'projecting rod 21 connected to its piston. Securedtothe top the rod 21 will be drawn downwardly thereby disengaging the pawl24 from the rack 22, thus permitting the spring 25, which is secured tothe engine cab and to the throttle lever respectively to draw the leverinto position to close the throttle valve thus shutting off the steamsupply to the engine simultaneously with the setting of the brake.

As shown in Fig. 4 the rod 21 may be connected to the brake rod andactuated positively instead of pneumatically as in Fig. 8. The elementsused in this construction are substantially the same as those describedin Fig. 4, with the exception of the connection between the rod 21 andits controlling mechanism. The connection between the brake rod 26 andthe rod 21, Fig. 4, comprises a simple bell crank lever 27 secured tothe lower end of the rod 21 and to the brake rod 26. It will beappreciated that this lever 27 is pivotally mounted on some stationaryportion of the engine such as a bracket 28 which extends down from thecab floor.

In Fig. 3 it will be seen that when the brakes are applied the pistonwithin the driver brake cylinder will be actuated in such a direction asto cause a disengagement between the pawl 24 and racks 22, while in Fig.4, the action of the brake rod will positively control the movement ofthe rack 22 either throwing it out of engagement with pawl 24, or into aposition to be engaged by said pawl.

I claim 1. In a system of steam locomotive railway propulsion, thecombination with a standard train equipment including a fluid pressurebraking system, throughout the train and a steam locomotive at the rearend power-controlling and brake pressure developing and supplyingmechanism; of a pilot car at the front end of the train having meansthrough which to both apply and release brakes throughout the train.

2. In a system of steam locomotive railway propulsion, the combinationwith a standard train equipment including a fluid pressure brakingsystem, throughout the train and a steam locomotive at the rear end ofthe train, said locomotive having steam powercontrolling and brakepressure developing and supplying mechanism; of a pilot car at the frontend of the train having means through which to both apply and releasebrakes throughout the train and also means for arresting the supply ofsteam to the propelling locomotive.

3. In a system of steam locomotive rail- Way propulsion, the combinationwith a standard train equipment including a fluid pressure brakingsystem, throughout the train and a steam locomotive at the rear end ofthe train, said locomotive having steam power-controlling and brakepressure developing and supplying mechanism; of a pilot car at the frontend of the train having means through which to both apply and releasebrakes throughout the train, said pilot car also having a brake pressuredeveloping apparatus located thereon.

The foregoing specification signed at Canton, Georgia this second day ofApril, 1910.

GEORGE H. LUTZ.

In presence of two witnesses:

F. M. LUTZ, OLIVE FINoHnR.

Copies of this patent may be obtained for five cents each, by addressingthe Commissioner of Patents, Washington, D. G.

of the train, sald locomotive having steam

